Car-heating system



E. E. GOLD.

CAR HEATING SYSTEM.

APPLICAHON um) mu. a1, 1919.

1,369,276. Patented Feb. 22, 1921..

2 SHEETS-SHEET l- E. E. GOLD.

- CAR HEATING SYSTEM.

APPLICATION FILED JAN.3I. I9l9.

1,369,276. Patented Feb. 22, 1921.

2 SHEETS-SHEET 2.

ll if k\\\\\\& \\\\\\\\w e s\\\\\\\\ \Q MB fl/l/l/l/l/l/F e W I I 1.. 1 v N e 0 y g INVENTOR 5% 'WITNESS=- f e By Attorneys;

v UNITED srarss' harem; OFFICE.

EDWARD E. GOLD, OF NEW YORK, N. Y., ASSIGNOR' 'IO GOLD-OAR HEATING 'I UIOHT- ING- COMPANY, NEW" YORK, Y., A CORPORATION OF NEW YORK.

can- EATING SYSTEM. 7

- .Specificationof Letters Patent.

Application filed "January: 31; 1919. S eria1I Iol2 74,2 98

To all w'izom itmay coacerm I Be it known that I, EDWARD GOLD,

a citizen of the United States of America,

residing in the borough of Manhattan, city, county, and State of New York, have inventd Certain new and useful Improvements'in Car-Heating Systems, of which the tollow ing is a specification. i

This. invention relates to car heating systems of the type in which the heating mc dium consists of high or low pressure steam, and the present purpose 'is to provide for adequately heating a number of different sections or compartments in a car, and for regulating the degree ofheat in each compartment without necessarily affecting any of the remaining compartments, and without disturbing the main heating supply.

The above-mentioned purpose may be carried out, in general, by providing a common supply extendlng through the several sections or compartment-s,- an d arranging in each compartment a separate radiator unit connected with the common supply atone end. The opposite end of the radiator unit in each compartment isopen to the, atmosphere, so that the water of condensation can be constantly discharged,instead of having to pass back to the common supply an'dinto the system as a whole. fThe temperature of each compartment can be controlled at will, independently of the remaining compartments, by a separate cut-off provided jfor each radiator unit, andpreferably accessible within the compartment. Thus; when it is desired to furnish additionalj'heat to any section, the corresponding control is opened and a portion ofsteam from the main supply pipe passes through the radiator unit and thence to the atmosphere in the form of condensation.

A further and. important. feature m'y' improvementresides in providing simplified and economical construction, which will 7 permit connection to be made between: the

common supply pipe and each radiator unit and also to exhaust from saidradiatorunit to the atmosphere. This.Iaccomplish"v in an eflicient andentirelypractical manner, and without thenecessityv ofany complicated valve arrangementxorother delicately operating parts. To these andiother ends, the invention consists in .certainother 'im-. provements- -and details of parts, as will'be hereinafter more fully described, the. essenof Fig. 4i, and

1 Patented eb; 22, 1921.

tial features fof the invention being pointed out in the claims following the specification. In the drawings,

Figure l is' a perspective yiew, showing the applicat on of one embodiment of the invention to' a compartment car, the wallsof thelatt'cr being broken away to disclosethe interior arrangement; j p

Fig. 2 isa perspective view of a preferred form of coupling, whichI intend to utilize- In the embodiment, illustrated inFig. 1, A i

designates the usual train pipe extending lengthwise under the floor of the car and furnishing the heating medium, which is carried thence upwardly into thecar to'be distributed through various independent sections or compartments, such as designated by a, b andj respectiVeIy.

Steam .is conducted from the train j pipe A through branch pipes 03 ande to the steam supply pipe 7, the return end of whichisdesignated by h, which leads to the usual thermostatic controlling member 4', whichjmay be any usual vapor-valve} From the branch pipe d a second branch '6 also leads to a supply pipe f, the return end of which is designated by h and also leadsto thethermostatic controlling "member 2. additional branch pipej leads from the train pipe A to a supply pipe Zzgthc returnend of which is desig- V nated by Z and leads to the thermostatic controllingmembe'r m. I V

While have shown and described three supply pipes, namely, f,f and 7c,'they;are not all essential to the purpose of the invention, as the fundamental principle of my-improvement contemplates the use of one supply "pipe, such as 'f,leadingj through and connect ng Wlth a seriesot sectlons or com- 'partments.

I In" modernfcar construction, however, it 1s. somewhat undes rable from an. engineerlng standpoln't to supply all of the eom'partments'inv a .carifroin a single ,plpe, ow ng to the greatdistance over which it is necessary to: extend the pipes, and .for this reason, I prefer to utilize two' or three ure Pi e urs n ha t the train pipe and leading them to different parts'of t e car. For a clear understanding of my present invention, it is only necessary 'to consider one of these supply pipes, and

with this in view, the following description radiator unit in each compartment, and its manner of connection with the common supply pipe is the same in every instance-and, for convenience, I will confine the description to one of these, namely, the radiator B.

It is highly desirable to' have a simple and inexpensive coupling or connecting means to accomplish the desired cooperation between the supply pipe and the radiator unit, and I accomplish this preferably by means of the coupling shown in Figs. 2 to 6, inclusive, and designated generally by D. This coupling consists preferably of an integral, or one-piece structure, and includes an inlet portion n, and an outlet portion 0, the inlet and outlet portions being separated by a wall 29. The inlet portion n is provided with connections g at its opposite ends, for connection with the corresponding opposite ortions of .the supply pipe 7', as shown in, i 1. Thus, the inlet portion of the coupllng 1) forms, in effect, a part of the supply pipe f, so that the heating medium can pass continuously therethrough. The inlet portion a also has an additional connection 7', referably'extending upwardly, as

shown in rigs. 1 and 2, and adapted to be joined to the inlet end of the radiator unit B. Arranged within said inlet end of the radiator unit is a cutoff consisting of any suitable form of valve, as designated by s, and preferably controlled from within the section or compartment by a handle t adapt ed to move the controlling valve through a rotatable rod u, and a connecting link 02' which is" joined to thearms fixed upon the rod. u and'the valve member respectively. When the valve 8 is closed, the heating medium cannot pass beyond it, and consequently the radiator unit B remains unheated, while at the same'time steam is free to pass through the coupling D and the sup? ply pipe 7, and thereby to heat any of the remalning radiator units whose valves may be open. 7

When the valve .9 is opened, a suflicient amount of steam is. diverted from the supply pipe 7 and passes into the radiator unit B. The opposite end ofythe radiator unit B leads to a connection w in the outlet portion of the coupling. From this point, the steam passes through the outlet portion into the downwardly extending connection 00. The

latter is provided with a barrier'y having a relatively small opening or jet orifice e therein, which is of sufficient size only to assure the draining off of the condensation as it accumulates in the radiator unit. E designates an outlet or drip pipe which is preferably joined to the connection as, andiextends downwardly to a point beneath the floor of the car and carries off to the atmosphere the condensation after it has drained through the opening '2. i 1

By the use of a coupling ofv this character, the incoming steam maintains the wall p and the outlet portion always in a more or less heated state and thus prevents the likelihood of the condensation freezing in cold weather. Moreover, the coupling is of a form that permits it to be manufactured rather cheaply, and also makes it possible to establish the necessary connection between a supply pipe and a radiator unit very easily. The coupling is independent of the controlling valve, and there are, therefore, no parts which can become disorganized or affect the main supply in the pipe 7. The barrier y maintains sufliclent pressure within the radiator unit B, and by connectingthe latter with the atmosphere so as to constantly discharge the condensation, the supply pipecan be tapped for as many radiators as desired, and all of the radiator units fed from one common supply will be assured of steam under proper conditions', such as would not be the case if the condensation from the first radiator unit were permitted to return to the common supply pipe and intermingle with the steam entering subsequent radiator units. 7 While I have shown and described'a preferred form of coupling, the invention is not to be limited in scope to this particular arrangement, since the same" purpose can be accomplished in other ways, without departing from the underlying novelty; of the invention which consists in provlding each compartment of a car with an independent radiator unit, which may be connected at will with a commonsupply and exhausts to the atmosphere. The invention in its further aspect comprehends' any form of coupling member bywhich steam maybe fed from a common supply toa radiator unit, while the condensation from the'latter' may be in turn carried oft and discharged into the atmosphere through the same coupling which connects with the. supply. V

. The construction herein described is well adapted -to low pressure heatin f systems, and partlcularly to the atmospheric pressure v or so-called vapor system. Heretotore in such systei'us the drip I'rom branch radiators has been carried through a common return pipe to the thermostatic element of an inlet or vapor-valve, which has certain disadvan tages. With the present construction the vapor-valve is controlled by the discharge from the main radiator 7 or f, (or both, if both be in service) and the branch radiators B, C, etc., discharge to the outer air directly. The steam lost with the discharge separate radiating units branching from said radiating supply pipe, each controlled by a separate inlet valve and. each discharging beneath the car independently of such thermostatic inlet valve, so that the latter is not heated by the discharge from such units.

2. A car heating system according to claim 1, with a contraction in the outlet from each such separate radiating unit.

In a railway car divided into separate sections or compartments, the heating sys-' tem of claim 1, the branch'radiating units thereof each located in a separate compartment, whereby each compartment is heated partly by radiation from the radiating supply pipe common to several compartments, and partly by such radiating unit confined to such compartment, the latter being separately controllable at will by its own inlet valve. 7 a

4. A car heating system according to claim 1, each branch radiating unit having its inlet from the radiating supply pipe and its outlet for condensation closely adjoining, so that such outlet may becontinuously heated from such inlet. i

5. A structure according to claim 1, charhaving connection withsaid radiator unit and also a passage open to the atmosphere, a wall separating said inlet and outlet portions of the coupling, and a closure in said last-named passage having a nelatively'small opening to permlt discharge of condensation.

7. A structure accordingto claim. 1, char acterized byan integral coupling having an I inlet portion, a connection from such inlet portion leading to said supply pipe, a connecting extending upwardly from said inlet portion towardsaid radiator unit, an outlet portion having a connectionv at one end with said radiator unit, and an outlet extending downwardly and leading to the atmosphere.

8. A structure according to claim 1, characterized by an integral coupling having an inlet portion, a connection from such inlet portion leading to said supply pipe,-a connection extending upwardlyfrom said inlet portion toward said radiator unit, an outlet portion having a connection at one end with saidradiator unit, an outlet extending downwardly and leading to the atmosphere, anda closure in. said outlet portion having a relatively small opening to permit discharge of condensation.

9. A structure according to claim 1, characterized by a coupling connecting with said supply pipe, and also with the inlet end of the radiator unit, the opposite end of the radiator unit leading to a passage in said coupling and thence to the atmosphere.

In witness whereof, I have hereunto signed my name.

EDWARD E. GOLD,

Witness 1 H. O. PoILLoN; 

